Australian Helicopter Industry Association

General stuff that gets thrown about when Helicopter Pilots shoot the Breeze.
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Re: Australian Helicopter Industry Association

Postby AHIA » Sat Oct 31 2015, 06:48

Industry raises concerns with CASA about delayed regulatory reform processes

A collection of recent media articles for AHIA members and industry key players commences in following posts.

29 Oct ’15. AM hours. Greg Russell, Chair of The Australian Aviation Associations Forum (TAAAF) issued a Media Release during their 28 to 29 October 2015 meeting in Canberra. For media enquiries contact Greg on 0427 707 733 or email: grerussell@yahoo.com.

The TAAAF is a collective of aviation bodies working together to present industry views to Canberra under the guidance of chair Greg Russell. (AHIA is a member).

AVIATION ASSOCIATIONS FORUM MEETING - TAAAF Communiqué

The Australian Aviation Associations Forum has expressed considerable concern at the slow pace of reform of CASA and the ongoing cost impositions from new regulations.

Recently introduced CASA regulations are threatening the viability of industry and especially general aviation operations, with millions of dollars required to be invested for no commensurate safety gains.

The TAAAF fully supports the Director of Aviation Safety’s Directive 01/2015 on the development and application of risk based and cost effective aviation safety regulation and asked that it be applied to recently introduced CASA regulations.

TAAAF felt effective implementation of the directive will require cultural change within CASA and encouraged the CASA Board to persevere with their clear, Government- mandated cultural change agenda.

The TAAAF recommends the CASA redouble efforts to urgently:

• Withdraw CAO 48.1 (flight and duty times) – this regulation is against the objectives of the DAS Directive 01/2015 in that hard evidence has not been provided to justify it, it ignores decades of safe operations under previous rules, and imposes massive unnecessary costs and complexity.

• Establish an industry task force to propose urgent exemptions and amendments to Parts 61, 141, 142 on pilot licencing and training and institute revised transitional arrangements to allow the industry to operate. In particular, urgent action is needed in respect to firefighting training and the issuing of new ATPL licences for GA pilots as both these essential functions have virtually ceased under the new regulations.

• Reform Australian aviation manufacturing regulations to harmonise with the modernised US FAR system

• Undo the damage caused by new maintenance training regulations that resulted in the loss of three TAFE skill providers.

While there is some good work being undertaken by CASA, it is being hindered by the massive problems caused by legacy regulations only now coming into force.

TAAAF believes that now is the time for definitive action before the new regulations cause irreparable long-term damage and the loss of jobs and businesses.

More soon

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Re: Australian Helicopter Industry Association

Postby AHIA » Sun Nov 1 2015, 21:50

Updates continue ..

29 Oct ’15. PM hours. Steve Hitchen, Editor, Australian Flying Magazine, commented online about the TAAAF Medial Release. In addition, he mentioned CASA’s immediate response. For media enquiries contact Steve on 0447 636 450 or email: stevehitchen@yaffa.com.au,

TAAAF Communique urges Reform Speed from CASA

The Australian Aviation Associations Forum (TAAAF) has expressed concern at what they say is the slow pace of reform at CASA and costs imposed by new regulations.

TAAAF members highlighted their issues in a communique to industry released today. "Recently introduced CASA regulations are threatening the viability of industry and especially general aviation operations, with millions of dollars required to be invested for no commensurate safety gains," the communique stated.

Although supporting CASA Director Mark Skidmore's directive on developing risk-based regulation, TAAAF members said they believed the directive would become effective only after cultural change happened at CASA, and called for immediate actions on legacy regulation now coming into force.

Specifically, TAAAF called for:

• CAO 48.1 on flight and duty times to be withdrawn due to lack of hard supporting evidence
• An industry task force to propose urgent amendments and exemptions from CASRs 61, 141 and 142
• Manufacturing regulations to be brought in line with the US FAR system
• New maintenance training regulations to be reviewed in order to repair the damage to industry caused by the loss of three TAFE training colleges.

"While there is some good work being undertaken by CASA, it is being hindered by the massive problems caused by legacy regulations only now coming into force.

"TAAAF believes that now is the time for definitive action before the new regulations cause irreparable long-term damage and the loss of jobs and businesses."

CASA Responds - CASA later issued the following response to the TAAAF communique.

"As TAAAF members would be aware CASA is currently actively consulting the aviation community on a range of issues including proposed new aerial work regulations, proposed new operating rules, the best ways to implement future regulations and the development of Flight Plan 2030. Extensive consultation with the aviation community on a range of key issues will continue. CASA welcomes feedback from all sectors of the aviation community and will look carefully at all constructive suggestions.

"Earlier this year the Director of Aviation Safety wrote to all pilots asking for feedback on the new licensing suite of regulations, with more than 100 people responding. CASA has been working methodically through the issues raised and has been addressing unintended consequences. Changes have been made to address specific issues such as firefighting operations.

"Because the ATPL flight test is a new requirement, CASA Flight Training Examiners are available to facilitate the conduct of these tests while industry delegates transition to gaining the required privileges and the tests are built in to industry training and checking programs.

"Also, a special CASA forum is being held in November for aviation organisations developing or planning to develop a fatigue risk management system. The aim of the forum is to ensure there is a mutual understanding between CASA and aviation organisations of the requirements and expected outcomes of a fatigue risk management system.

"CASA is committed to listening to the legitimate concerns of the aviation community and we will look carefully at the suggestions being made by the TAAAF."

More to follow ....... AHIA
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Re: Australian Helicopter Industry Association

Postby AHIA » Mon Nov 2 2015, 20:47

Updates ..........

30 Oct ’15. AM hours. Steve Creedy, Aviation Editor, The Australian, in his regular Friday Column, wrote:

Urgent call for task force on aviation regulations.

The Australian Aviation Associations Forum has expressed concern at the slow pace of reform. Aviation groups have called for an industry task force to deal with the continuing damage caused by regulatory glitches and want the Civil Aviation Safety Authority to withdraw new fatigue management rules.

The Australian Aviation Associations Forum, which represents a wide cross-section of the industry, fired another broadside at the authority yesterday, expressing “considerable concern” at the slow pace of reform and the ongoing cost impositions from new regulations.

The communique comes as aviation organisations gear up their campaigns for the next federal election, and new TAAAF chairman Greg Russell is moving to ensure the umbrella organisation has more political clout. “Recently introduced CASA regulations are threatening the viability of industry and especially general aviation operations, with millions of dollars required to be invested for no commensurate safety gains,’’ the statement said.

The association said it fully supported a directive from CASA director of aviation safety Mark Skidmore on development and application regulations that were risk-based and cost-effective.

It called for the directive to be applied to recently introduced CASA regulations, as well as those about to be introduced, but noted this would require cultural change within the authority.

The association urged CASA to withdraw Civil Aviation Order 48.1 (flight and duty times), arguing it was against the objectives of DAS directive 01/2015 “in that hard evidence has not been provided to justify it, it ignores decades of safe operations under previous rules, and imposes massive unnecessary costs and complexity’’.

The issue was among several hot topics discussed by more than 300 industry representatives at last week’s Regional Aviation Association of Australia national convention in the NSW Hunter Valley.

Civil Aviation Order 48.1 has been a lightning rod for controversy, with the Regional Aviation Association of Australia and the Aerial Application Association of Australia among those wanting the rules halted and the Australian Federation of Air Pilots criticising the Civil Aviation Safety Authority for delaying the changes.

CASA has extended the transition period from last April to next May to allow about 25 changes to the new rules to be considered.

The authority says the proposed changes will ease the regulatory burden of the new fatigue rules and potentially reduce costs for air operators and flying training organisations.

TAAAF also wants to establish an industry task force to propose urgent exemptions and amendments to controversial Part 61, 141, 142 regulations covering pilot licensing and training.

It said CASA should introduce revised transitional arrangements to allow the industry to operate, with firefighting training and the issuing of new air transport pilot licences for general aviation pilots the priorities.
“Both these essential functions have virtually ceased under the new regulations,’’ it said.

Also on the agenda was a proposal to reform Australian aviation manufacturing regulations to better harmonise them with the US system and a call to reverse the damage caused by new maintenance training regulations that had seen the loss of three TAFE providers.

“While there is some good work being undertaken by CASA, it is being hindered by the massive problems caused by legacy regulations only now coming into force,’’ the communique said.

“TAAAF believes that now is the time for definitive action before the new regulations cause irreparable long-term damage and the loss of jobs and businesses.’’

Mr Russell said the communique underpinned real concern within the industry about the pace of reform within CASA and the consistency of its actions.

He said regulatory changes already made and those coming into effect were creating major costs and seriously disrupting the industry. “And I’m not sure that message is well understood in government,’’ he said. “Yes, it’s been going on for a while but … I’ve never seen such angst.’’

Mr Russell said the industry understood the expectations of Deputy Prime Minister Warren Truss in the wake of the Forsyth aviation safety regulation review and the commitment of the CASA board and chief executive to that direction. But he said this was not being matched by the actions of some CASA line staff and the industry believed this pointed to major cultural issues within the organisation.

“We’ll be writing to the board chair and the aim is to work closely with the board and management to address is what we think is this serious and ongoing cultural issue, which is effectively creating this regulatory impasse in terms of the relationship between industry and CASA,’’ he said.
Regional Aviation Association of Australia chief executive Paul Tyrell said opposition to the CAO 48.1 had been a major issue at last week’s RAAA convention.

CASA said it was actively consulting with the aviation community on a range of issues including proposed new aerial work regulations, proposed new operating rules, the best ways to implement future regulations and the development of Flight Plan 2030.

It said the consultation would continue and it would look carefully at all constructive suggestions from the industry.

A request for feedback from pilots on the new licensing rules produced more than 100 responses and CASA had been working methodically through the issues raised and addressing unintended consequences.

“Changes have been made to address specific issues such as firefighting operations,’’ a spokesman said. Because the ATPL flight test is a new requirement, CASA flight training examiners are available to facilitate the conduct of these tests while industry delegates transition to gaining the required privileges and the tests are built in to industry training and checking programs.’’

AHIA is a member of TAAAF.

More to follow.........
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Re: Australian Helicopter Industry Association

Postby hand in pants » Tue Nov 3 2015, 04:25

All well and good, but while casa dicks around ruining our jobs we have to put up with the rubbish they call rules.
A lot of time and money spent for no gain. Especially no gain in safety.
Thank god retirement is looming.
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Re: Australian Helicopter Industry Association

Postby AHIA » Tue Nov 3 2015, 10:38

In these difficult times, a helpful opinion can give us hope, as we seek resolution of many of the problems associated with regulatory reform. In the Jan to Mar Edition, of Helicopters Australia, an article was published that needs to be shared with others rewriting manuals and new expositions.

The report has been quoted verbatim, with acknowledgment to the journalist.

Maybe we should invite Executive Director, Patrick Ky, EASA, to speak at our Rotortech 2016 Conference on the Sunshine Coast in May 2016!

Why is CASA not using the same sheet of EASA’s music?

Flight International, Edition 3-9 March 2015, page 29 has an interesting report by Regulation Reporter, David Learmonth. David’s article is titled:

‘EASA mends the rules with tighter focus on outcomes’

The executive director at Europe's safety agency has overseen a wholesale shift in mindset. If a regulator dismantles its rule making doctorate it is a sign things are changing, and at EASA and they are!

Executive director Patrick Ky took over the EASA top job in September 2013, and a year later he closed the rulemaking department. "If you have a rulemaking directorate," he explains, "the director is judged by how many rules he makes, or how many existing rules he 'improves'."

The result, he says, is ever-fatter rule books, the content of which nobody could possibly retain, and the complexity of which becomes "impossible to work with".

When he first arrived, Ky says, he gathered his troops and told them to reduce the existing rules down to the absolute essentials, so they could all see what was really necessary.

EASA retains its power to make rules, Ky confirms, but the way the need for rules is assessed, and the way that they are made and framed, is now different. The rulemaking process now starts with a risk assessment to determine whether a rule is needed at all, and if so what it needs to address. Only then is it framed.

Finally, the rate of technological progress is such that prescriptive rules involving equipment can rapidly become outdated, so the future, says Ky, is performance - based rulemaking (PBR), with prescriptive rules only where they are essential. Mostly the latter would define capabilities and responsibilities. PBR means that the required outcome of the rule is specified, and the means by which that outcome is achieved is not the main issue. This method has been foreshadowed for years by the approval of rulings on an "equivalent safety" basis, which allows flexibility in the means by which a safety objective could be achieved.

Rule makers still work at EASA, but within one of the four directorates: strategy and safety management, certification, flight standards, and resources and support.

"Rule makers now only work six months at HQ” Ky explains. "Then they are sent out on inspections so they can see what it's like to have to put EASA rules into practice."

But Ky, a noted simplifier, has actually created a new directorate: strategy and safety management, headed by Luc Tytgat, formerly the director of the pan-European Single Sky Directorate at Eurocontrol. Why?

Ky explains: "If we are to go to PBR, we have to establish what the risk is, and to prioritise our resources and action. Luc's task is to notice what is happening out there, to recognise risk and determine where action might be needed." There are areas crying out for attention, Ky says, and ground handling, where - in simple numbers - there are more safety incidents than in any other phase of an aircraft's operation, is one of them. And in general aviation, it has started down the long path of working with the sector towards replacing regulation that was effectively commercial-aviation-light with industry-specific guidelines.

Long-serving certification director Norbert Lohl was on 1 March replaced by Trevor Woods, who previously worked on flight standards. Lohl says it was tough in the early days, building a relationship with sceptical national aviation authorities. They were essential, because EASA was so under-resourced that it had to contract out a high proportion of new tasks to the national authorities. About 20 of the tasks still are contracted out.

Woods points out how much is happening on the operations side, especially in human factors and training. EASA is preparing to drive operators towards the application of safety management systems within training departments, and towards the principle of alternative training and qualification programmes, instead of prescriptive syllabus-based recurrent training, plus the application of competency-based training.

Aircraft manufacturers must now provide operational suitability data to prove their cockpit interfaces work. Airlines will be expected to follow the manufacturers' manuals on type rating training more closely. And work is being done to improve the effectiveness of simulators.

EASA is not blind to the fact that pilots frequently seem to be unable to cope with the unexpected, Woods emphasises, and it is looking for ways of dealing with this. (Our thanks to David for use of his excellent report).

AHIA
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Re: Australian Helicopter Industry Association

Postby Evil Twin » Tue Nov 3 2015, 11:22

AHIA wrote:In these difficult times, a helpful opinion can give us hope, as we seek resolution of many of the problems associated with regulatory reform. In the Jan to Mar Edition, of Helicopters Australia, an article was published that needs to be shared with others rewriting manuals and new expositions.

The report has been quoted verbatim, with acknowledgment to the journalist.

Maybe we should invite Executive Director, Patrick Ky, EASA, to speak at our Rotortech 2016 Conference on the Sunshine Coast in May 2016!

Why is CASA not using the same sheet of EASA’s music?

Flight International, Edition 3-9 March 2015, page 29 has an interesting report by Regulation Reporter, David Learmonth. David’s article is titled:

‘EASA mends the rules with tighter focus on outcomes’

The executive director at Europe's safety agency has overseen a wholesale shift in mindset. If a regulator dismantles its rule making doctorate it is a sign things are changing, and at EASA and they are!

Executive director Patrick Ky took over the EASA top job in September 2013, and a year later he closed the rulemaking department. "If you have a rulemaking directorate," he explains, "the director is judged by how many rules he makes, or how many existing rules he 'improves'."

The result, he says, is ever-fatter rule books, the content of which nobody could possibly retain, and the complexity of which becomes "impossible to work with".

When he first arrived, Ky says, he gathered his troops and told them to reduce the existing rules down to the absolute essentials, so they could all see what was really necessary.

EASA retains its power to make rules, Ky confirms, but the way the need for rules is assessed, and the way that they are made and framed, is now different. The rulemaking process now starts with a risk assessment to determine whether a rule is needed at all, and if so what it needs to address. Only then is it framed.

Finally, the rate of technological progress is such that prescriptive rules involving equipment can rapidly become outdated, so the future, says Ky, is performance - based rulemaking (PBR), with prescriptive rules only where they are essential. Mostly the latter would define capabilities and responsibilities. PBR means that the required outcome of the rule is specified, and the means by which that outcome is achieved is not the main issue. This method has been foreshadowed for years by the approval of rulings on an "equivalent safety" basis, which allows flexibility in the means by which a safety objective could be achieved.

Rule makers still work at EASA, but within one of the four directorates: strategy and safety management, certification, flight standards, and resources and support.

"Rule makers now only work six months at HQ” Ky explains. "Then they are sent out on inspections so they can see what it's like to have to put EASA rules into practice."

But Ky, a noted simplifier, has actually created a new directorate: strategy and safety management, headed by Luc Tytgat, formerly the director of the pan-European Single Sky Directorate at Eurocontrol. Why?

Ky explains: "If we are to go to PBR, we have to establish what the risk is, and to prioritise our resources and action. Luc's task is to notice what is happening out there, to recognise risk and determine where action might be needed." There are areas crying out for attention, Ky says, and ground handling, where - in simple numbers - there are more safety incidents than in any other phase of an aircraft's operation, is one of them. And in general aviation, it has started down the long path of working with the sector towards replacing regulation that was effectively commercial-aviation-light with industry-specific guidelines.

Long-serving certification director Norbert Lohl was on 1 March replaced by Trevor Woods, who previously worked on flight standards. Lohl says it was tough in the early days, building a relationship with sceptical national aviation authorities. They were essential, because EASA was so under-resourced that it had to contract out a high proportion of new tasks to the national authorities. About 20 of the tasks still are contracted out.

Woods points out how much is happening on the operations side, especially in human factors and training. EASA is preparing to drive operators towards the application of safety management systems within training departments, and towards the principle of alternative training and qualification programmes, instead of prescriptive syllabus-based recurrent training, plus the application of competency-based training.

Aircraft manufacturers must now provide operational suitability data to prove their cockpit interfaces work. Airlines will be expected to follow the manufacturers' manuals on type rating training more closely. And work is being done to improve the effectiveness of simulators.

EASA is not blind to the fact that pilots frequently seem to be unable to cope with the unexpected, Woods emphasises, and it is looking for ways of dealing with this. (Our thanks to David for use of his excellent report).

AHIA


Hallefekkinluya, a voice of reason in the maddening crowd. Pity this article is already 8 months old and CASA have taken absolutely no notice whatsoever of it!

The path that CASA are heading along is already planned and set in stone. The rules are-a-changin and not for the better or the less regulatory. Skidmark is going to change NOTHING the die has been cast and we're heading this way despite any and all protestation to the contrary. FFS applying urgent instruments to stop-gap Parts 61,141 &142 is going back to the broken, poorly thought out system that this lunacy was supposed to replace, even though it was working!!!!! Why isn't the AHIA communicating directly with the office of the Ministry of Transport that the industry has lost faith with it's regulator and intervention is required IMMEDIATELY!!!!??
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Re: Australian Helicopter Industry Association

Postby County » Tue Nov 3 2015, 21:22

Evil are you saying this article is 8 months old and the AHIA has just put it on here ?
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Re: Australian Helicopter Industry Association

Postby Evil Twin » Tue Nov 3 2015, 21:25

Not at all, I'm pointing out that the article was published in the 3 - 9 th March edition. Some common sense in aviation regulation is being displayed in EASA, the model that CASA is NOW trying to base itself on. Are we seeing any of that common sense tickle down to the colonies? Not one drop, all I'm seeing is lots of talk but no action!
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Re: Australian Helicopter Industry Association

Postby AHIA » Wed Nov 4 2015, 21:33

Hey guys - check out The Australian tomorrow - Fri 6 Nov .15.

There may be some additional news about our struggle.

Don't panic if you used your copy for fish-n-chips. A summary or article from Steve Creedy, with his permission, will be placed on this thread. After Sunday.

The waiting game is over - grumpy Santa seen loading 30mm cannon onto his sleigh - bugger the toys! Flight plan to Australia?

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Re: Australian Helicopter Industry Association

Postby AHIA » Wed Nov 11 2015, 03:59

Brief history of recent AHIA/CASA communications - Flight Crew Licensing issues.

CASA agrees to industry task force – See last items

• Post 11 Nov ’15.

AHIA strongly protests CASA’s mismanaged regulatory reform process!
________________________________________
Members have been advised of the following communications on various online forums. This information was designed to keep to keep our members and the helicopter industry abreast of the struggle the AHIA has had in attempting to release the stranglehold our regulator has had the reform processes, thus slowing progress in our helicopter industry. For example, there has been few ATPL (A) issued since September 2014 – and it is believed no ATPL (H) from the helicopter pilot segment. And of course, there are so many others, we cannot list them here.

After months of frustration resulting from the continuing delays by CASA with the release of Part 61 Flight Crew Licensing Manual of Standards (MOS); the AHIA has sought help from the aviation community; especially The Australian Aviation Associations Forum (TAAAF) and other leading aviation industry groups. The TAAAF was recently reinforced by several associations who have substantial memberships; and also suffering similar setbacks from the current regulatory reform processes now being imposed on industry.

By way of explanation, the helicopter industry has the second largest number of registered helicopters in the Western World, (mostly light to medium types). Unfortunately, the forced change to EASA based legislation does not fit the rotary wing industry in Australia; in fact, other countries are now complaining about the results to date – and some are deviating from the EASA standards to avoid a collapse of local industries.

Although helicopters make up only 14% of the CASA register; we have around 30% of AOCs. The latter reflects the scattered nature of our industry in rural areas, where aerial work is the dominate activity. We have no RPT operations and our fleet is predominately single engine day VFR equipped.

But what is the primary gripe? AHIA/CASA working groups were expecting the re-release of the troubled Part 61 MOS in September 2015, as mentioned at the Senate Enquiry held in May 2015.
It has been delayed well into 2016, according to CASA sources, due to several reviews underway.

Why bother with all this fuss? Although not identified when the new legislation was being written; the helicopter operators are effected more than their aeroplane cousins. The transitions for helicopter folks are very costly; especially with the introduction of Part 61, 141 and 142, etc.

Trigger action for public protest. The recent debacle where two of Australia’s leading helicopter schools had their Part 142 applications rejected cause sever angst in the Board Rooms of Australian operators. It has been alleged the cause was the issued CASA guidance material; claimed to be not suited for the task??. Despite the writing projects running for around twelve months and being assisted by capable CASA regional staff, the applications were rejected. Aeroplane operators are indicating to the AHIA that our problem is not unique and they are suffering too. More to follow:
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Re: Australian Helicopter Industry Association

Postby AHIA » Wed Nov 11 2015, 04:02

On the 4 November 2015 the AHIA released a Media Release as follows:

AHIA strongly protests CASA’s mismanaged regulatory reform process!

The Australian Helicopter Industry Association (AHIA) is concerned with the administrative burden, financial penalties and lack of progress with applications for Parts 141, 142 & 145 Certificates.

It appears CASA has difficulty providing the point of difference between a Part 141 and Part 142 application; leaving the industry confused and unclear as to which certificate applies to their operation.

The AHIA and wider helicopter industry has made representation to CASA to broaden the coverage of the Part 141 to include Type Rating, MCC training and rework of the abinitio syllabuses to accommodate credits for consolidated training. The AHIA believes this would provide industry and the regulator with a much simpler process and leaves the Part 142 certificate for airline and other specialist training streams.

Industry members are investing hundreds of thousands of dollars in preparation for Part 142 & Part 145 certificates only to end up locked into a battle with CASA’s regional offices that do not have the ability to approve the applications.

According to AHIA Vice President, Ray Cronin, “It is like trying to find a road across a desert in a dust storm; like the shifting sands, the constantly shifting guidelines make the way forward impossible. As a result the AHIA is recommending its members and others in the helicopter community bunker down and withdraw their Parts 141, 142 & 145 applications until such time as CASA is able to provide completed templates for the industry to use in the application process”.

Ray also said that our industry members need to focus on their operations to ensure continued safe, efficient and financially viable futures in lieu of being dragged into impossible bureaucratic battles brought on by so much unwanted Government legislation.

The AHIA has noted that the Director of Aviation Safety Mark Skidmore has continued his commitment to listen to the industry by travelling around the countryside meeting with a broader section of the aviation community. Whilst the AHIA encourages consultation there is a point where consultation fatigue will take over, and would respectfully suggest that the answers to the industry’s problems may not be in the small number of individuals who turn up to offer their individual perspective but more likely along the lines that associations like the AHIA and other peak industry bodies have previously provided to the DAS.

“We would be encouraged by a change in direction to see the DAS and CASA’s managers focusing on solutions and deal with what has already been raised rather than trying to flush out another range of issues.” Ray said.
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Re: Australian Helicopter Industry Association

Postby Evil Twin » Wed Nov 11 2015, 04:40

As a result the AHIA is recommending its members and others in the helicopter community bunker down and withdraw their Parts 141, 142 & 145 applications until such time as CASA is able to provide completed templates for the industry to use in the application process”.


That's just not going to happen is it? The one or two companies that do get issued a 141 or 142 will clean up if everyone else suspends their applications. I can think of one in particular that will be rubbing their hands with glee at the prospect of that happening. A class action or a legal application for an injunction suspending the implementation would be far more productive.
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Re: Australian Helicopter Industry Association

Postby hand in pants » Wed Nov 11 2015, 07:33

I see that casa has announced another talk fest to fix part 61, 141 and 142.
When are these idiots going to wake up, it isn't fixable in the short term.
Go back to CAR5 and do the rules again from scratch. The garbage they have presented won't fly.
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Re: Australian Helicopter Industry Association

Postby AHIA » Wed Nov 11 2015, 07:34

On 5 Nov ’15, AHIA President, Peter Crook, announced enough is enough.


From: The President AHIA.
To: Helicopter Industry Colleagues,

It is time to take a stand against the unfair treatment of our industry by the Regulator and stop the distraction caused by the mismanaged regulatory reform process. To achieve this, we need to unite. We have been working hard to protect the industry's existence but it seems CASA is not listening, heeding our suggestions or accepting our offers of assistance.

Attached for your information is a Media Release prepared by the AHIA in support of our Industry. Excerpts of this release were published in The Australian, Friday 6 November 2015, together with comments from other associations including the RAAA and AAAA and the TAAAF (The Australian Aviation Associations Forum), of which the AHIA is a member.

The Aviation Industry has been overburdened with regulatory change and is crippled by the inability of the Regulator to process applications in a timely and proper manner. Some companies have spent hundreds of thousands of dollars with still no end in sight.

It’s time for us all to protest by withdrawing from the application process for Parts 142 and 145 particularly, and Part 141 if this is also a problem. If the industry removes their applications as a protest, it will do two things; firstly show CASA we are united as an industry and object to the treatment we are receiving and do not intend participating in the conversion process and secondly; save you considerable time, effort and money that is going nowhere! We suggest you use our template to send a letter to CASA to withdraw your applications and conserve your resources for the day CASA eventually gets its house in order. We cannot continue, it’s time to act!

Could you review the template, copy and paste the relevant information, pertaining to your operation, onto your letterhead and forward to CASA.

All associations, individually and through the TAAAF have offered expertise from within their individual sectors of the industry to assist with the regulatory change processes. Our proposed action should accelerate that process for the benefit of CASA and the Industry.

Whether you are a member of AHIA or not, it is in your interest to support this initiative for the good of a united industry.

Please call me, 0407 638 811, or Ray Cronin, 0419 962 373, if you have any questions.

Regards, Peter Crook, President, Australian Helicopter Industry Association. Mob: 0407 638 811 Email: president@austhia.com.
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Re: Australian Helicopter Industry Association

Postby AHIA » Wed Nov 11 2015, 07:36

• 5 Nov ’15. Template attached to Peter’s email to industry.

Intention to withdraw from Part 142/145 certificate application

In light of the difficulties experienced by our industry to have applications effectively processed under this part we consider that it would be more prudent to withdraw our application at this stage and focus on our core responsibilities of operating our business.

In the future should CASA be able to demonstrate that a process has been established that will create a way forward which includes minimum disruption to our day-to-day affairs then we shall reconsider our position. In creating an effective pathway it would be our expectation that CASA provides such assistance in the form of templates in lieu of guidelines and moves away from the burden of the current bureaucratic process.

Our three core priorities are;

1. Maintaining a safe operation
2. Provide our clients with the service they expect
3. Maintain a financially viable company

We have no objection to government regulatory reform as long as it is in the best interests of the aviation community and is based on sound principles of need and safety, not just the desire to align with other international bureaucratic doctrine.

Our desire to co-operate in regulatory change is limited by our ability to firstly maintain our three core priorities as listed above then to ensure that we have the financial wherewithal to participate.

We look forward to further contact with CASA when the appropriate environment exists.


Yours faithfully,
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AHIA
2nd Dan
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Re: Australian Helicopter Industry Association

Postby AHIA » Wed Nov 11 2015, 08:57

6 Nov ’15. Steve Creedy, award winning aviation editor, The Australian, commented.

CASA reforms: Rex says Order 48.1 will force routes to close

Rex chief operating officer Neville Howell says CAO 48.1 if implemented would cost Rex more than $4m a year.

Regional Express has warned that new rules about flight time limitations will cost it more than $4 ¬million annually and could make some routes unviable as angst about regulatory reforms continues to spill out into the public arena.

In a strongly worded letter sent to Civil Aviation Safety Authority boss Mark Skidmore earlier this year, Australia’s biggest independent regional carrier warned that Civil Aviation Order 48.1 was seriously flawed and was introduced with no real representation from regional aviation.
It also argued the new rules did not meet a directive issued by Mr. Skidmore calling for regulatory changes must be shown to be necessary as well as justified on the basis of safety, do not impose unnecessary costs of hinder participation in aviation and its capacity for growth.

“The new prescriptive rule sets of CAO 48.1 if implemented would cost Rex over $4 million annually,’’ the letter from Rex chief operating officer Neville Howell said. “The impact on the 5 Queensland regulated routes that Rex services would represent an additional cost in excess of $2.25 million annually for transporting only some 30,000 passengers a year. This impost would need to be passed to the passenger and would effectively render the service untenable, and would close the services to these remote and isolated communities who depend heavily on the access they receive for medical, legal, government and social activities.”

The letter emerged after aviation groups last week called for an industry task force to deal with the continuing damage caused by regulatory and urged CASA to withdraw CAO 48.1.

Umbrella group The Australian Aviation Associations Forum expressed concern at the slow pace of reform and the ongoing cost of new impositions from new regulations. The forum warned that recently introduced CASA regulations were threatening the viability of the industry, particularly general aviation, with millions of dollars needed to be invested with no particular safety gains.

It singled out CAO 48.1 and parts 61 (pilot licensing), 141 (recreational, private and commercial pilot training) and 142 (integrated and multi-crew pilot training and checking) as areas which needed urgently addressing. Industry players gearing up their campaigns for the next federal election subsequently cautioned CASA not to ignore the TAAAF call. Regional Aviation Association of Australia chief executive Paul Tyrrell said regional airlines had urged Mark Skidmore to accelerate the authority’s reorganization. “We were trying to inject a sense of urgency I guess into the CASA hierarchy about what we see as some of the low-hanging fruit from the Forsyth Review,’’ he said.

Aerial Application of Association of Australia head Phil Hurst said the communique was a plea for help. “It is a genuine heartfelt concern for the welfare of an industry that has been damaged directly by CASA regulations,’’ he said.“The problems currently experienced with firefighting training are a direct result of poor planning and appalling implementation of regulations. “The best way forward is to get fresh eyes from industry to identify practical exemptions and amendments to address the very real issues.’’

The Australian Helicopter Industry Association is advising its members to withdraw their applications to protest “the administrative burden, financial penalties and lack of progress with applications for parts 141, 142 & 145 (maintenance) certificates’’. The AHIA is particularly concerned about the high cost — sometimes more than $100,000 — its members are paying for documentation and what it says is confusion among CASA personnel about parts 141 and 142.

“It is like trying to find a road across a desert in a dust storm; like the shifting sands, the constantly shifting guidelines make the way forward impossible,’’ AHIA vice-president Ray Cronin said.

“As a result, the AHIA is recommending its members and others in the helicopter community bunker down and withdraw their parts 141, 142 & 145 applications until such time as CASA is able to provide completed templates for the industry to use in the application process.’’

Aviation Maintenance Repair and Overhaul Business Association executive director Ken Cannane said the proposals should be dropped in favour of a system based on the US Federal Aviation Administration regulations. Mr Cannane said general aviation design, manufacture and maintenance had all suffered from the inability of CASA to maintain pace with the modernisation of the FAR system that once underpinned general aviation in Australia.

He said general aviation supported the FAR system and AMROBA believed the current system was unworkable. The CASA board needed to urgently move towards a FAR-based system for the sector. “Since the commencement of the CAA in 1988, the industry has promised reforms to reduce red tape and regulatory requirements to enable improved safety and productivity,’’ Mr Cannane said.

“However, like all other associations, all we have seen is the opposite happen as regulatory reform has been changed to¬regulatory development resulting in increased red tape and requirements. “CASA has ignored governments’ regulatory reform best practice guidelines for over a decade.’’

CASA has said it was actively consulting with the aviation community on a range of issues and this would continue. Changes had also been made to rules to address particular issues such as firefighting operations, it said.
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AHIA
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Re: Australian Helicopter Industry Association

Postby AHIA » Wed Nov 11 2015, 09:00

• 10 Nov 15. CASA extends time lines by 12 months.

Transition period for flying training organisations extended to 31 August 2018


CASA has announced a 12 month extension for flying training organisations to transition to new aviation rules. Organisations who were undertaking flying training activities before 1 September 2014 will now have until 31 August 2018 to transition to the new rules, contained in Parts 141 and 142 of the Civil Aviation Safety Regulations.

The extension will give CASA more time to provide the aviation community with additional support through the provision of improved guidance material, sample manuals and example syllabuses to minimise costs associated with transition.

During the extended transition CASA will continue to address valid issues associated with the new Flight Crew Licensing Suite and will provide the aviation community with greater knowledge and understanding around the new rule set.

CASA will continue working with flying training organisations to help facilitate a smooth transition before 31 August 2018. Flying training organisations may anticipate being contacted personally by their respective Regional Office to discuss transitional arrangements in the coming weeks. More information about the transition process is available on the CASA website.
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AHIA
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Re: Australian Helicopter Industry Association

Postby AHIA » Wed Nov 11 2015, 09:32

• 10 Nov ’15. Later CASA follows with an announcement:
________________________________________

New taskforce to implement licensing suite solutions.

A special taskforce is being set up within CASA to address outstanding issues with the new licensing suite of regulations.

The 26-person taskforce will work full-time on finding solutions to issues identified with Civil Aviation Safety Regulations Parts 61, 64, 141 and 142.

The taskforce will work closely with a new advisory panel made up of people representing a wide range of sectors across the aviation community.

Key aviation representative organisations have been invited to take up positions on the advisory panel.

These include The Australian Aviation Associations Forum, the Regional Aviation Association of Australia, the Australian Helicopter Industry Association, the Aircraft Owners and Pilots Association, the Australian Business Aviation Association, the Royal Federation of Aero Clubs of Australia and the Aerial Application Association of Australia.

Representatives will also be included from the regular public transport and mustering sectors, along with key people from flying training schools and the tertiary education sector.

CASA’s Director of Aviation Safety, Mark Skidmore, said the Part 61 Solutions Taskforce and the advisory panel will work intensively to address unintended consequences in the licensing suite.

“CASA has already addressed many concerns that have been identified in the new licensing regulations but I understand more needs to be done,” Mr Skidmore said.

“This is a priority and that’s why I need a dedicated team of people within CASA working full-time on the issues.

“Just as importantly we need advice and guidance from the aviation community to prioritise actions and verify that successful solutions have been found.

“The advisory panel will meet formally as required and at other times I expect its members to be in close contact with the CASA taskforce as work progresses.

“I require real solutions to the issues with the licensing suite as quickly as they can be delivered.”

It is expected the taskforce will begin by reviewing transition arrangements and then prioritising issues.

The taskforce will begin work immediately.


The taskforce will ensure known or likely safety risks continue to be effectively addressed by the licensing regulations.

At the same time it will make sure unnecessary costs are not imposed by the regulations and that they are not an impediment to participation in aviation or potential future growth.

To date 98 issues with the licensing suite have been raised with CASA through feedback and input from the aviation community. More than half of these have been addressed, with work well advanced on the balance.

Action taken to date includes publishing legislative instruments, extending the 14 day dual check requirement for student pilots to 30 days, R22 and R44 helicopters no longer classified as type-rated aircraft, information sheets have been produced to provide clearer guidance and information, instruments are in place to ensure CAR 217 organisations are properly authorised to conduct flying training activities during the transition period, authorisations are in place for check pilots to conduct operator proficiency checks, changes have been made to English language proficiency requirements and an exemption in relation to low-level rating requirements.

CASA has also announced an extension of the transition period for Parts 141 and 142 of the licensing suite.

Transition for these Parts – which cover flying training – was scheduled to be completed by 31 August 2017.

This has now been extended by 12 months to 31 August 2018.

The additional transition time will give CASA more time to arrange a smooth transition by providing additional guidance material and for identified issues to be resolved. Media contact: Peter Gibson. Mobile: 0419 296 446. Email: peter dot Gibson at casa dot gov dot au

AHIA: At long last our industry segment, which has the most to lose is being heard! The joining of a wide range of professional bodies has proved that industry does have the capacity to help a regulator drowning in red tape. Good news after all - but there is an enormous amount of legislation to be sorted and made user friendly! If you want to help us help you; then please join-up. We need resources to get our specialists to the various working rescue groups.

And also buy rubbish tins for all the red-tape .............
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Evil Twin
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Re: Australian Helicopter Industry Association

Postby Evil Twin » Wed Nov 11 2015, 10:35

The 26-person taskforce will work full-time on finding solutions to issues identified with Civil Aviation Safety Regulations Parts 61, 64, 141 and 142.


CASA is so understaffed it can now afford 26 full-time employees to fix issues that could be completed with a simple pen stroke. Suspending the implementation until such time as the multitude of issues have been addressed would achieve much more and also go some way to restoring some little faith that the industry needs in it's regulator.

“CASA has already addressed many concerns that have been identified in the new licensing regulations but I understand more needs to be done,” Mr Skidmore said.


No it hasn't. If you believe that Mr Skidmore you have less idea than the people in your charge.....


“Just as importantly we need advice and guidance from the aviation community to prioritise actions and verify that successful solutions have been found.


That advice was and still is, being screamed from the rooftops, and has been hitherto ignored by the naval gazing regulator. Suspend the implementation immediately...


Action taken to date includes publishing legislative instruments, extending the 14 day dual check requirement for student pilots to 30 days, R22 and R44 helicopters no longer classified as type-rated aircraft, information sheets have been produced to provide clearer guidance and information, instruments are in place to ensure CAR 217 organisations are properly authorised to conduct flying training activities during the transition period, authorisations are in place for check pilots to conduct operator proficiency checks, changes have been made to English language proficiency requirements and an exemption in relation to low-level rating requirements.


That's it.......? That's all you've got after 14 months post the introduction of part 61, you've managed to do 5/8th of f... all after wasting millions of dollars and costing the industry millions through what was supposed to be introduced at NO COST.

Mr Skidmore you're a joke. Stop the debate, the bull5hit and the sandbagging. Suspend the implementation and go back and start all over again. Better yet, go buy somebody else's rules FFS, your employees have no idea what they are doing.
Seagull
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Re: Australian Helicopter Industry Association

Postby Seagull » Wed Nov 11 2015, 12:03

So the new regs apply to anyone trying to start a business but not those who already are running one? Way to crush the industry CASA. Basically don't try to start a business in Australian aviation until 2018 when CASA sorts this out? Assuming that schedule sticks...

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